Joseph eothchild



(No Model.)

J. ROTHOHILD.

GOVERNOR EOE PEESSEEE ENGINES.

No. 892,638. Patented Nov. I8, 1888.

z, SE1 awn-W JOSEPH ROTHOHILD, OF FRANKFURT, KENTUCKY, ASSIGNOR, BYIDIREOT AND MESNE ASSIGNMENTS, OF THREE-FOURTHS TO DALLAS O. CRUTGHERAND I. V]. HARDIN, OF SAME PLACE.

GOVERNOR FOR PRESSURE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 392,638, dated November13, 1888.

(No model.)

To all whom, it may concern:

Be it known that I, JosEPH RoTHoHILD, a citizen of the United States,and a resident of Frankfort, in the county of Franklin and State 5 ofKentucky, have invented certain new and useful Improvements in Governorsfor Pressure-Engines, of which the following is aspecification.

My invention is animproved means for conro trolling the speed offluid-pressure engines;

and it consists of a peculiar out off valve and devices for connectingit with some movable part of the engine, whereby the valve-ports areautomatically opened, partially opened, or

I 5 closed to furnish the requisite power toinsure a steady uniformmovement whatever the pressure of steam or duty required of the engine.

The invention will be first fully described in 20 connection with theaccompanying drawings, and then particularly referred to and pointed outin the claims.

Referring now to the drawings, in which like parts are represented bysimilar reference- 2 5 letters wherever they occur throughout thevarious views, Figure 1 is a view in side elevation of a pumpingengineprovided with my improvements. Fig. 2 is an end elevation of the same.Fig. 3 is a detail plan view, upon 30 an enlarged scale, of thevalve-actuating devices. Fig. 4c is an enlarged view, partly inlongitudinal elevation and partly in axial section, of my cutoff valveand valve-case. Fig. 5 is a detail view of the valves, the outer one 5being partially in section to expose the inner one; and Fig. 6 is acentral transverse section through line as m of Fig. at. In Figs. 4. and5 the sectional parts are taken in a horizontal plane through the valveshown on a smaller 0 scale in Fig. 2.

My improvements are applicable to any well-known fluid-pressure engine.I show it applied to a pump of ordinary construction. The engine A, itssupply-valve B, throttle- 5 valve 0, and pumpingcylinder D, are too wellknown to require specific description. Located at any convenient pointbetween the throttle and the steamchest is my cut-off valve, whichconsists of the parts now to be described. The case E, which ispreferably a plain cylinder, is bored true upon the inside to receivethe cylindrical valve F. The exterior ends of the case E are threaded tore ceive the end caps, E, which have angular wrenchseats c, by which thecaps E are screwed upon the ends of the shell E. Within the cylindricalshell F is fitted a similar shell, G. Both of these shells F and G arelongitudinally perforated at f and g. The perforations in each registertruly, as seen in Figs. 4, 5, and 6, when the full head of steam issupplied to the steam-chest of the engine. The caps E are turned trueupon the inside to form joints with the ends of the valves F and G. Theends of the caps E are axially perforated to receive the shafts f g ofthe valves F G, and provided with stuffing-boxes H, of any approvedconstruction, to prevent leakage.

The valve-rods f g are provided with pendent rods I I, which, when theyboth move together, retain the openings f g through both valves F and Gin permanent relation with each other. These rods are jointed at theirlower ends to connecting-rods J J, which rods pass through an arm, k,which is rigidly connected to or made part of an arm, K, which issecured upon the piston-rod L of the pump, the arm 7c acting as a tappetto move the rods J, and thereby, through rods I I, the valves F G.

The rods J are provided with collars j j, which are adjustable alongsaid rods by means of set-screws. Around the rods J and between thecollars j and the tappet-arm 7.7 are coiled springs M, the tension ofwhich springs limits the movement of the rods J.

The red I is secured upon the shaft f by a set-screw, so that the valveF is moved by it. The rod 1 is simply sleeved over the shaft 9, and thevalve G is moved by said rod through a yoke, N, which is secured uponshaft The yoke N has sct-screws'n, which pass through its sides andgrasp the rod I. When the red I is held centrally, as shown, theopenings in valves F G register perfectly with each other, and the fullhead of steam passes through to the steam-chest; but by slackening oneof the set-screws n and tightening up the other the inner valve, G, ispartially rotated, reducing the steam-port through the valves F G to anyextent desired. Of course the same result could be accomplished bydispensing with the yoke N and its set-screws and securing the rod I toits valve-rod, the same as the rod I upon the opposite side; but in thiscase it would be necessary to stop the pump, loosen the set-screw in oneof the rods, Ior I, and then with a wrench upon the square wrench-scatupon one of the valve shafts,either f or a, turn one of the valves tobring the openings in the desired position. The use of the yoke N andset-serews a n avoids this delay, as with them the change may be madewithout stopping the pump. The arm K is perforated at the top to receivethe valve rod 0 of the pump, and this rod is provided with adjustablecollars 0 upon each side of the arm K, by which the throw of theengine-valve is regulated.

lhe operation of the device is as follows: Assuming that the cut-offvalves F G are in the position shown, with the ports fg wide open andthe rods I I parallel, the tension of the springs is so arranged by thecollars j that the rods J J and I I will always move and rest togetherwhen the pump is running normally. touched the collar j upon the rod,and the spring M upon the other rod has just been suf-' iicientlycompressed to start its rod forward to the right. So long as thepressure of the steam and the load on the pump remain the same thevalves F G will move together and the portsf 9 remain wide open; butshould the pressure be increased or the load on the pump reduced, so asto cause an increased movement of the piston L, the arm k, striking thecollarsj with greater force will impel them farther in oppositedirections, bringing the rods I I at an angleto each other, andpartially or wholly cutting off the supply of the steam to the engineuntil it has again reached its normal speed. In some cases I provide therods I I with adjustable weights, preferably a perforated ball or collarthat may he slipped up or down upon the rods and held in place byset-screws5 but ordinarily these are not required.

It is evident that when the engine is running at or below its normalspeed the rods .1 will be moved positively in one direction by the armis and collars j, and that the particular rod will stop with its collarin contact with the arm is when it stops for its return-stroke, and whenthe engines speed is accelerated that the momentum will carry the rodfarther, giving it a longer stroke than the arm 7c; and itis alsoevidentthat upon thereturn-stroke the spring M will be more or lesscompressed before moving the rods, depending upon the speed of the armis. Thus, if the arm 76 is moving slowly, the rod J will commence itsreturn movement with piston L shortly after the pressure of the springis sufficient to start the As seen in Fig. 3, the arm has just.

arm, while if the arm k is moving rapidly the piston L and opposite rodwill have traveled a greater distance before the spring-actuated rod Jbegins its movement. One of the valves, F or G, will therefore be movedaround the other and the ports be either increased or diminished. Now,if the pressure of steam from the source of supply when at normalpressure is just sufficient to drive the pumps when normally loaded, thevalve-rods I I should be set parallel, so that the ports fg trulyregister. In this case, should the movement of the pump be acceleratedby the load on the pump being reduced, the rods I I will be thrown andretained at any angle to each other and the ports through valves F Greduced or entirely closed. Should, however, the normal pressure fromthe source of supply be greater, then the ports in valves F and G arecorrespondingly reduced by the set-screws n at until the pump runs atthe speed required. Now, should the normal pressure from any cause beincreased, or the load on the pump be reduced, the accelerated movementof the pump will still further close the ports in valves F and G, and,before the pump would race, entirely cutoff the steam. If, on the otherhand, the normal pressure should be reduced, or the load of the pumpincreased, so as to reduce its speed, the rods I I will be broughtnearer or quite parallel, and the ports through valves F G increased.

I have shown What I believe to be the sim plest form of my cut-offvalves and means for actuating them; but it is obvious that the specificforms may be varied without departing from the principle of myinvention.

IV hat I claim is 1. In a pressureenginc of the character de scribed,thecombination,substantially as hereinbefore set forth, of the engine, thesupplypipe and throttle-valve, the cut-off valve consisting of the outercase, two cylindrical per forated shells, one within the other, andhaving axes in the same plane, said valve being interposed in thesupply-pipe between the throttle-valve and engine, rods connecting thevalve-axes to a moving part of the engine, and springs upon each rod,but upon opposite sides of said moving part, whereby said rods areactuated by a positive movement in one direction and a yielding movementin the opposite direction, for the purpose set forth.

2. In a fluid-pressure engine, the combination, substantially asspecified, of the engine, its supply-pipe and throttle-valve, the cutoffvalve consisting of the cases E E, cut-off valves F f G g, valveshafts frods I I, and means, such as shown, for adjusting the valveports inrelation to each other, and the connecting-rods I I J, and theirattachments for connecting the said valve-shafts with a moving part ofthe engine, for the purpose set forth.

3. In a fluid-pressure engine, the combination, substantially as setforth, of the engine, its supply-pipe and throttle-valve, the

IYO

cut-off valve E E F f f G g g, the rods J J, J, collars jj, and springsM, the said arm 7;

collars j j, the springs M, the arms K k, the moving each of the rods Jthrough collars j piston-rod L, arranged in the manner as and in onedirection, and through springs M and for the purpose set forth. cellarsj in the opposite direction, substan- 5 4. In a fluid-pressure engine ofthe .charaetially as shown and described.

ter described, the combination of the engine,

its supply-pipe and throttle-valve, a cut-off JOSEPH ROTHOHILD' valvelocated between said throttle-valve and Witnesses:

- the engine, the pendulous rods I 1, the arms CHAS. BARNES,

[O K k, and piston L, and the connecting-rods J GEO. J. MURRAY.

